William j



(No Model.)

W. J. CRBELMAN.

ENGINE GEOSS HEAD. Y No. 324,367. Patented Aug. 18, 1885.

. M w m Z set forth and more UNITED STATES PATENT OFFICE.

WILLIAM J. OREELMAN, OFv ROCHESTER, NEW YORK, ASSIGNOR TO THE I VOODBURYENGINE COMPANY, OF SAME PLACE.

ENGINE CROSS-HEAD.

SPECIFICATION forming part of Letters Patent No. 324,367, dated August18, 1885.

Application iiled April 2, 1885. (No model.)

T0 all whom, it may concern.-

Be it known that I, WILLIAM J. CREELIVIAN, of Rochester, in the countyof Monroe and State of New York, have invented a new and usefulImprovement in Engine Gross-Heads,

'which improvement is fully set forth in the following specification andshown in the accompanying drawings.

The object of 'my invention is to furnish a better method ofcompensating for the wear of the sliding surfaces of an enginecross-head; and itconsists in parts and devices formed and combined,substantially as hereinbelow part-icularly pointed out in the claims.

Referring to the drawings, Figure l is a plan of the cross-head withparts of the same longitudinally sectioned, as on the dotted line z inFig. 2, parts being shown in positions of adjustment in dottedlines;Fig. 2, atransverse section of the same, taken on the dotted line a." inFig. l, showing further the relative arrangement of the parts, and Fig.3 a plan of one of the wedges or keys with a portion of the adjusting-screw and the clamp-screw transversely sectioned, the wedge beingshown in dotted lines as in another position of adjustment.

Referring to the parts, Ais the frame of the engine formed with slidingsurfaces or slides I for `the cross-head to travelin; B, the body of thecross-head; O, the gibs; D, the wristpin; F, the piston-rod, and G theset-nut threaded onto the piston-rod and brought to bear against the hubL of the cross-head. The gibs are each separate from the body of thecross-head and fitted to move laterally thereon upon the parallelopposing faces or bearinga and b. `Theslides are made troughshape incross-section, the planes of the bearing-faces of each forming togetheran obtuse angle, the opposing bearing-faces of the gibs being madeV-shaped to correspond.

A tapering longitudinal groove, c, rectangular in cross-section, isformed in 'each of the opposite edges of the body of the cross-head, andcorresponding grooves, f, of equal width are formed in the opposinginner faces, e, of the gibs, the latter grooves being parallel with eachother and with the slides. These opposing grooves register and formtogetherlongitudinal tapering seats or races each side of the cross-headin which to receive wedges or tapering keys d for purposes specifiedfurther on. The keys are shorter than the seats or races in which theyrest, which admits of longitudinal adjustments of said keys within thesame. It is plain that if either key be moved in the direction of itstaper it will force the contiguous gib in a direction farther away fromthe body of the cross-head, or, if moved inthe opposite direction, thegib may be brought nearer the eross-head-that is to say, by means of thetapering keys the extreme width of the cross-head, measuring from theridge g of one gib vto the ridge h of the other, may be increased ordiminished within limits at pleasure. By this means the wear of theslides and gibs may be easily compensated for, and in addition theretomeans is furnished to assist in aligning in one way the cross-head andpiston-rod.

-The keys d are moved in the direction of their taper by means ofadjusting-screws 7c threaded in webs Z at the ends of the gibs inposition to have their respective points bear against the bases of thekeys.

Openings p are left in the body of the crosshead in the outer walls, s,of kwhich the keyseats or races c above described are formed.Clamping-screws n are passed laterally through the walls s in positionsto pierce the respective axis of the keys, longitudinal slots 0 beingformed in the keys through which said screws pass, which latter arethreaded in the respective gibs. The clamp-screws pass freely throughthe slots of the keys, which slots ad mit of the endwise adjustments ofthe keys above specified.

From this construction of parts it will be understood that when eitherkey is brought to any position of adjustment in its seat, and theclamping-screw passing through it tightened, the gib will be heldrigidly to the body of the cross-head, and both gib and cross-head willbe as if vthey were one solid piece. This I regard as of greatimportance, for by this construction I have all the advantages of asolid cross-head, combined with convenient means of adjustments tocontract theconstant wear of the gibs and slides.

The wrist-pin D, I prefer to make of a cylin- ICO drical part, o',between two conical parts, u and fv, as shown, with a threaded stem, i,and binding-nut t to hold the pin in place in the crosshead. As shown,the conical parts of the pin are not alike in average diameter, thediameter of the minor base of the larger part a and the diameter of themajor base of the lesser part 11 being equal, and each equal to thediameter of the cylindrical part r of the pin. The wristpin spans theopening P in the head occupied by the boxes and strap of theconuectinglrod with the conical parts finely tted in correspondingcavities or bearings in the respective walls or plates d and b on eitherside ot' said opening P. rllhe binding-nut t serves to draw and hold thepin iirmly in its bearings in the plates b and d. In this form ofwrist-pin I have the combined advantages of a parallel or cylindricalbearing for the conmeeting-rod and taper fit for the wristpin in thecrosshead.

A Wrist-pin made cylindrical throughout is apt to becomeloose in itsbearings in the crosshead, and no means is provided to render it tiglt,while if tapering throughout the strain on the rod causes the latter, onaccount of the tapi r bearing on the pin, to crowd the wall of thecross-head pierced by the smaller end of the pin. Both objections areovercome by using the form of cylindrical double-taper wrist-pinherewith shown.

That I claim as my invention isl. The combination, with the body of anengine cross-head, of the adjustable gibs C, wedgeshaped incross-section, bearing upon slides having V-shaped grooves7 theadjustable wedges or keys d, between the body ot' the cross-head and thesaid gibs, and the clamping-screws n, substantially as and for thepurpose set forth.

2. The combination, with the body of an engine cross-head and theadjustable gibs C working in grooved slides, of the wedges or keys d,between the body of the cross-head and the said gibs, the ad;listing-screws k, by means of which the said wedges or keys are moved inthe direction of their taper, and the clamping-screws n, substantiallyas set forth.

b. 'Ihe body of an engine cross-head having grooves formed in itsopposite sides, and the gibs C, having grooves formed in their sides, incombination with slotted tapering keys or wedges cl, fitting in saidgrooves and moved in the direction of their taper by means ofadjustingscrews 7c, and the clampingscrews n, which are passed throughthe respective walls s of the cross-head and the slots in the keys andthreaded in the gibs, substantially as set forth.

WM. J. GREELMAN.

Vitnesses:

E. B. WHITMORE, M. E. FUnLoNe.

